Train-resistance-computing means.



B. B. MILNER. TRAIN RESISTANCE COMPUTING MEANS.

APPLICATION FILED JAN- 3.1915.

Patented J an. 2, 1917,-

witmeooeoz. 7 6 Q1.

B. B. MILNER. TRAIN RESISTANCE COMPUTING MEANS.

APPLICATION FILED IAN- 8| I9I5.

Patented Jan. 2, 1917.

2 SHEETS-SHEET 2- vious corresponding loss, and, \ivhile UNITED STATES PATENT OFFICE.

BERT B, MILNER, 033 ELEV] TRAIN-RESISTANCE-COIrIFUIEIH 313521.133.

Application filed January B, 1915.

To all whom it may concern Be, it known that I, BERT B. MILNER, a citizen of the United States, residing at New York city, borough of Manhattan, in the county of New York and State of New York, have invented certain new and useful provements in Train-Resistance-Computing Means, of which the following is a specification.

My invention relates to new and useful improvements in computing devices, and particularly contemplates a simple and accurate device for computing the adjusted tonnage of a train, so that the siz of a train; that is, the number of cars offering a uniform amount of resistance to movement, may be as quickly and accurately determined as gross weights, whether the train be composed of loaded cars or empty cars, or any combination thereof, so that a train may be accurately made up having a resistance corresponding to and absorbing the pulling capacity of any locomotive selected to haul the same.

It is well known that trains composed of empty or lightly loaded cars offer greater amounts of resistance tomovement per ton of weight and less amounts of, resistance to movement per car than trains of more heav ily loaded cars. Therefore, a locomotive can haul a greater number of cars in trains composed of empty or lightly loaded cars than in trains composed of more heavily loaded cars, but can haul a greater number of tons in trains composed of heavily loaded care than in trains composed of more lightly loaded or empty cars. It follows from the above that a train of cars cannot be made up to the hauling capacity of a given locomotive by merely measuring out trains upon the basis of a uniform number of eitheigcars any given condition of grade and track alinement, the same number of more lightly loaded or empty cars will not load the same locomotive to capacity and trains so constituted will be light or fail to utilize the hauling capacity of the locomotive with oh- 3 1 given number of tons in empty or lightly oaded cars may fully load the same locomotive, the same number of tons in more heavily loaded cars will not load the locomotive to capacity,

Specification of Letters Patent.

.Pateiited Jan. 2, 191 *7.

Serial Ho. 1,086.

and, as under the former conditions, trains so constituted will not load the locomotive to capacity it has been established within practically negligible limits, that the resistance of iglit is separable into two parts or factorsi. a, one proportional to the weight of the train (largely, though'not entirely, the resistance due to grade), and the other proportional to the number of cars in the train (largely, though not entirely, the frictional resistance due to mechanical parts of the cars, such as journals, etc). From this the following quoted equation has been em ployed to express the relation existing between the hauling capacity of a locomotive and the train resistance:

P: VV-l-ON', in which equation P expresses the tractive power of the locomotive at the required speed. 7 denotes that part of the resistance proportional to the weight of the train per ton. W denotes the weight bf'the train intone. 0 denotes the remaining resistance per car. N denotes the number of cars in the train, In using this equation so as to make it practicable in freight yard oifices for the determination of the cars for each train despatched this equation has been divided through by so as to read i W N in which for a given locomotive under new known conditions of track grade and alineand alineinent is a variable proportional to the hauling capacity of the various locomotives. In

I. (I i this last equation ;N is the number of cars (N) multiplied by a constant under given track conditions which is determined by calculation or experiment.

In practice the expression -'is employed w cars and tone to make the expression W bl,

equal the, adjusted tons designated in the 0 the constant Wh1ch, under summer weather conditions, varies from approximately 5 to 50 dependent upon track grade and alinement, and, underv lower temperature and other adverse weather conditions, is higher, to the weight of each car in tons as added to the train, until the total equals that quoted as the hauling capacity of the locomotive which'is to haul the train.

The primary object of the invention is, therefore, to provide a simple and accurate device which will enable the operator making up a train to total the gross ton weights of a number of cars, and to automatically add to the gross ton weight of each car a number of tons which is a constant for and determined upon basis of the track conditions over which the train is to travel and substantially uniform temperature and other weather conditions affecting train resistance.

7 A further object of the invention is to provide means whereby the constant added to the gross weight of each car may be easily increased by the person operating the machine from that determined for summer weather conditions to the higher constant required by lower ten'iperature or other adverse weather conditions.

The invention consists in the improvements tobe more fully described hereinafter and the novelty of which will be particularly pointed out and distinctly claimed.

T have fully and clearly illustrated one embodiment of my invention in the accompanying drawings to be taken as a part of this specification and wherein: Figure l is a top plan view of one embodiment of my invention. Fig. 2 is a sectional view on the line 22 of Fig. 1. Fig. 3 is a detail sectional view on the line of Fig. 1. Fig. 4 is 'an enlarged plan view partly in section, with parts removed, of certain of the operating parts shown in Figs. 1 and 2.

Referring to the drawings by characters of reference: 1 designates a base plate, formed of two substantially circular parts 2, 3, rigidly connected to each other, said plate being surrounded by a peripheral upstanding flange or rib 4, each of said parts 2, 3, having an inner upstanding flangev shown, respectively, at 5 and 6, concentric with said parts and each forming with said surrounding flange 4 an annular pocket in each of said parts.

In the present embodiment the part 2 is made of larger diameter than the part 3, and has associated therewith indicating mechanism to add ton weights of cars in units and tens while the'part 3 has associated therewith mechanism for indicating hundreds resulting from continued operation of the units and tens mechanism. I will now describe these mechanisms:

ltotatably arranged in the pocket in the part 2 is a circular disk 7 having a central opening receiving the flange or boss 5, heretofore mentioned. The outer edge of this disk 7 preferably rests upon a ridge or shoulder 8 on the inner'face of the flange 4, and is covered and retained in position by a cover ring 9 surrounding said edge and secured to the flange 4 by fastening screws 10. The outer edge of the disk 7 is equally divided into two segments 11, 12, respectively, each being provided with a series of one hundred equi-distant pockets or recesses 13, 14, respectively, adapted to receive a pencil or other pointed instrument whereby said disk may be rotated. The ring 9, here tofore described, is provided with two scales 15, 16, to cooperate respectively with the pockets 13, 14, heretofore described, said scales being marked to correspond with said pockets and indicating amounts from one to one hundred extending oppositely from a zero point .17 to a zero point 18, said zero points being at diametrically opposite points on the said ring 9. The pockets on the-segments 11, 12, are numbered with scales respectively from 1 to 99, as at 7, and a-zero mark, which scales, as the disk is rotated, are displayed through a sight opening 9 in the ring 9. It will be understood that these scales extend at quarters from the point 17, it being noted that the scale 15 progresses from one to one hundred in a direction eounter-elock-wise of the ring 9. That is, the distance between the zero points 17, 18, is proportional to that portion of the total train resistance which exists on'aceount of grade.

The scale 16 is employed for adding to the ton weight of each car, as added. to ton weights'of other cars, an amount equal to the constant heretofore referred to, said scale progressing clock-wise from the Zero point 17 to the zero point 18, so that the total will include the total train re sistance. lln order to accomplish this result, the disk 7 rotatable clock-wrse past the zeropoint 17, and stopped at a point at a, distance to the right of said point sufficient to add to the car tonnage the constant desired, and an adjustable stop is provided inward over the outer edge of the disk 7 and for properly fixing the stopping point of the disk. This stop may consist of a plate 19.

having a stop-arm 20, adapted to project the pockets therein, said arm acting as an abutment to be engaged by the pencil or other instrument by which the plate 7 is 1'0- tated For purposes of adjustment the plate 19 may be formed with slots 21' to receive fastening screws 22 adapted to be threaded into sockets 23 arranged in the flange 4 circumferenti'ally of the ring 9 and arranged opposite points five spacesapart on the scale 16. By this arrangement the stop may be located at any point clock-wise of the scale slots 21 permitting adjustment to the indi- 16 between the Zero points 17 and 18, the

at the opening 9 will indicate adjusted tons proportional to the total train resistance, and can be accumulated until it properly approximates the load-pulling capacity' of a given locomotive as reflected in its adjusted tonnage rating.

In the part 3 is an indicator disk 24 for amounts over 100 or multiples thereof, which disk is provided withv a scale of numbers indicating hundreds which are adapted to be individually displayed at the opening 9. This disk is adapted to be, rotated by any suitable mechanism from the disk 7,

whenever the latter has made one-half a revolution. This may be accomplished by any suitable well-known mechanism for the purpose; such, for instance, as that shown in dotted lines in Fig. 1 and in full lines in Fig. 3. :I-n this construction the disk 7 is provided with a collar 25 having two recesses 26 spaced to correspond to the scales, andcoiiperating with surface of said collar is a pivoted dog 27 which is engaged by the rear end 28 of a sliding pawl 29, the nose of which is adapted to cooperate with ratchet teeth 30 on the under side of the disk 24. The pawl and dog are urged toward the collar 25 by means of a spring 31 so that, when one of the'recesses 26 reaches the dog, the latter, and the pawl, will be thrown by said spring toward the recess to cause the pawl to move the disk 24 one space of the scale thereon. As this construction is Wellknown, I do not consider it necessary to 1 make a more detailed description thereof.

In order to ascertain the adjusted tonnage of a rain by the device described, the adjustable stop 19 is fixed so as to stop the clock-wise movements of the disk 7 at a point opposite the scale number on the scale 16 corresponding to the ascertainedcom stant or adjustment factor Z. e., the number of tons which must be added to the weight of each car to arrive at an adjusted number of tons proportional to the resistance-which the train ofiers to movement. After the stop 19 has been adjusted in roper position corresponding to the adjustment factor to be used, and the machine is cleared-i. (3., brought to show 000 at the opening 9 1 the desiredladjusted tonnage is accumulated as follows: The steel pencil is inserted in the pocket 11 on the disk 7, which is opposite the indication on the scale- 15, showing the proper gross Weight in tons of the first carto be included in the train. The disk 7 is then rotated clock-wise until the pencil abuts the stop lug 20 on the stop tual conditions obtaining upon a selected division, illustrate the advantages derived from having attained the objects of the invention. On this division trains were loaded to 2900 gross tons, or as near thereto as possible, as shown by Statement No. 1 for three trains Nos. 1, 2 and 3', composed of lighter (48 ton) medium (58 ton) and heavier (68 ton) cars, respectively.

Statement No. 1.

Avor- Train age on iagg g (Summer weather and tempera No. weight 3 mm ture conditions assumed.) of cars.

Tom. Cars. Tom. 1 48 60 2, 880 Train overloaded although slightly under 2,900- tons. 2 58 50 2, 900 Train properly loaded. 3 68 43 2,924 Train under ceded, although slightly over 2,900 tons,

factor of 30 and an adjusted tonnage rating of 4400 adjusted tons, to equate the resistance of trains composed of cars of va- 'rious weights in order to enable them to equally absorb the capacity of the locomotive provided. Statement No. 2 shows the resulting changes, and it will be noted that the previously overloaded train No. l of 2880 gross tons in cars weighing 48 tons each has been reduced to 2688 gross tons in 56 such cars, while the underloaded train but will increase the remaining portion of the resistance (0) so largely constituted of journal friction which is afiected materially and promptly-by changes in the viscosity of No, 3 of 2924 gross tons in 43 cars weighing lubricants as result of temperature change. 30 68 tons each has been increased to 3060 gross c r e re 1 s1 referred t as tons in 45 such cars.- The Colhtant p V on y 0 Statemem Na having to be added to the gross weight of each car in accumulating the ad usted Averages per car. tons of a tram 1s lncreased by lowered tem- 5 Num- Slimmer 1 1 Tmin Total bar 8 wgmhcmnd pelatuie or other .adi erse weather COHClI NQ Adadjusted cars temperature llZlOllS.

53,25? 52 33" 15 twin ggggigfggf; tatement No. 3 shows the advantage of tonshaving attained the second ob ect of my 15 v invention referring thereto, while a 24 per 40 48 41368 56 2,688 jggg g r cent. reduction in the gross tonnage of train 58 30 88 4.400 50 2,900 g p No. 2 is satrsfactorydn that. with thls rea 03 30 98 4,410 45 3,060 Train properly duct10n, the train cont nues to absorb themdcd capacity of the locomotive, the same reductlon 1n train No. l and train No' 3are in- 45 llt will be readily understood that a decrease in temperature or other adverse weather conditions will not aii ect that portion of resistance proportional to the sufiicient and too great respectively. In other words, after. this alteration, the original overload under gross tonnage loading of train No. 1. is augmented; likewise the weight of the train (that due to grades), underload of train N0. 3. 50

Statement No. 3.

(Adverse temperature and other weather conditions requiring a reduction of 24% in the size (ears and tons) of trains composed of car. averaging 58 tons weight.)

Gross tonnage ratings. i With 24% reduction in adj. With increase in adj. factor "A t S 24 7 d t tonnage. from to 58. j Y v. w. ummer. re uc ion. Train l\o. per Cal. 0 y

N 0. Gross No. Gross N o. Gross Adj. No. Gross Adj.

cars. tons. cars. tons. cars. tons. tons. cars. ns. tons. 48 60 2,880 j 46 2,208 43 2,064 3,354 41 1, 968 4,428 58 2,900 as 2 2, 204 38 2, 204 3, 304 38 2, 204 4,408 08 43 I 2,924 I 33 2, 204 34 2, 312 3,332 35 2, 380 4,410

This situation is only relieved by applying a 24 per cent. reduction; to the 4400 ad justed tonnage rating and loading trains according thereto but removed by maintaining the 4400 adjusted tonnage rating and increasingthe adjustment factor from 30 to 58. This gives for train No. l, 1908 gross tons in 41 cars weighing 48 gross tons each thereto, comprising a rotatable member.

having a plurality of equally spaced recesses therein, and two circumferential fixed scales cooperating therewith, one indicating car weights, and the other adjustment factors, said scales being numbered in opposite directions from a point common to both, a manually adjustable stop cooperating with the adjustment factor scale, and manually operated means for fixing said stop relative to the adjustment factor scale throughout an indeterminate number of operations of the rotatable member.

2. A device for computing adjusted train resistance or adjusted tonnage proportional thereto, comprising a rotatable disk having two hundred recesses therein, two circumferential scales of one hundred divisions justable stop cooperating with the adjustsigned my name in the presence of two subment factor scale, and manually operated scribing witnesses; means for fixing said stop relative to said adjustment factor scale throughout an in- 5 determinate number of operations of said Witnesses:

disk. E. 'Bowm BERT. B. MILNER.

In testimony whereof I have hereunto CLARA Sm'm. 

